Car-heating system



Aug. 16, 1927.

, Y n 1,639,338 E. H. G oLD AR'HEATING SYSTEM Filed June l2o, 1925 4l/967 L" D 84 91 y ff? f C' f?" 91 l @j l, 95

Patented Aug. 16, y

EGBERT n. GOLD, or cHIoAGo, ILLINOIS.

` CAR-HEATING SYSTEM.

Application filled June 20,192.5. Serial No. 38,464.

This invention relates to apparatus for heating railway cars. byelectricity. The invention provides automatic mechanism for maintainingthe car atmosphere at one of two selected temperatures, for example, ata relatively high temperature during periods of occupancy, and at alower temperature when the car is not in service, for example, when itis standing vacant in thetrain yard.

Then not' in use, and unoccuned, it is not essential thatthe car beheated to the same relatively high temperature that is desirable duringoccupancy, but the car must at such times be heated suficiently to avoidthe freezing ot water pipes, injury to paint and other damage incidenttoa subnormal temperature. For example, while a temperature of 700Fahrenheit may be desirable while the car is in service and occupied, aV

temperature of 500, Fahrenheit may be sui'- iicient while the car is notin service. Since such cars are frequently out of service for a largerpart of the time, a'considerable saving of electric power is effected bycuttingV down the heat delivery at such times.

One of theV objects of this invention is to provide an automaticallyoperated mechanism for, controlling the supply ot electrical energy tothe heatingunits so yas to main tain "the car temperature either one oftwo determinate temperatures, according to whether the car isor is notin service. More specifically it is the object of the invention toprovide a regulating mechanism for this purpose which will be governedby the presence or absence of fluid pressure in some conduit or vesselon the car, for ef:- ample, by the presence or absenceof air pressure 1nsome part of the brake system in which pressure is reduced toatmosphericpressure when the car isput out otservice.

Another object is to provide an improved form et' circuit breaker, forcontrolling` the supply pf electricity to `the heating units, which isautomatically operated in accord.-

ance with riiuctuations in the car temper-V atures to maintain the carat approximately the desired temperature, preferably at one or other ofthe selected temperatures, above mentioned.

Other objects and advantages of the invention will be apparent from thefol-lowing detailed description of one approved form of installation.

'In the accompanying drawings:

Fig. 1 is a diagrammatic view illustrating the controlling systemes awhole.

Fig. 2 is a similar view of a modified form of the apparatus.

The car to which this heating systemnis applied. may be of theself-contained, and self-operating type, adapted to be used singly or asone unit of'` a train, 'or may be one of a series of cars adapted to bedrawn by a locomotive. While the invention is particularly adapted foruse' with electrically operated cars.v wherein the electrical energy forthe heating units can be drawn from the same outside source whichsupplies current` to' the car moving motors, it Acould 4be used to heatcars propelled by other agency such as steam or internal combustionengines, in which case the electrical energy ycould be obtained from agenerator carried by the car.

In any case, the car is usually provided with an air brake system, foroperating which a supply of fluid under pressure is maintained whilethecar in service. in some cases the cars are supplied with air signallines. lt is to be understood that the regulating device hereinafterdescribed, can be operated from any of these systems, wherein the fluidpressure is normally pres ent when the car is in service7 and isA cutolf when the car is out of service.

` Referring iirstto the form of the invention. shown in Fig.v l: A.indicates the main electric circuit for supplying energy to the heatingunits B. A main control switch or circuit breaker is shown at C for mLking or breaking the circuit to govern the supply ot electrical energyto the heating units. An electric motor B is provided to move thisswitch C to closed position, and a similar ymotor E moves the switch tobreak the circuit. The control circuits for energizing the motors D andE include a battery or other sourceef electricaljencrgy F, (or currentmight be taken froml the'k heating cirlil cuit), a limit-switch Gr, arelay H, a low temperature thermostat (l, a high temperature thermostatK, and a fluid pressure controlled regulating device L. M is a circuitbreaker for disabling the control system when desired. Each of thesedevices will now be described more in detail.

The circuit A may derive its energy from a rail or trolley wire throughthe usual plow or trolley. The current will flow from the positive mainthrough wire 1 to the heating units B, t-hence through wire 2 to themain switch or circuit breaker C, and through wire 3 to the negativemain. It will be understood that the heating units B can be arranged inseries or in` parallel according to their construction and requirements.The main switch C, in the form here shown, comprises a contact arm 4,pivoted at its lower end 5 and having a contact member at its upper endadapted to be oscillated between a fixed contact member 7 and a fixedabutment or stop 8. The wire 2 is connected with the lower end ofcontact arm 4 at its pivoted end 5, and wir is connected with the fixedcontact 7. When arm 4 is in the position shown in the drawings, currentwill flow through the contact arm 4 and circuit A will be completed..Then arm 4 is swung over against the fixed abutment 8, the circuit willbe broken, and the supply of electrical energy through the heating unitsB will be cut off. A oscillatable operating member or lever 9 ispivoted, preferably on the same axis 5 as arm 4, and carries at itsupper end a pair of spaced stops 10 and 11 adapted to engage alternatelywith the opposite sides of arm 4, as the member 9 is swung to one sideor the other of its upright position. A spring 12 is anchored at itslower end 13 to a fixed pin in the vertical plane of axis 5, and isconnected at its upper end 14 to the upper arm of lever 9. As lever 9 isswung to one side or the other of a ver tical position, the spring 12will tend to draw it down at that side, and the stop 10 or 11, as thecase may be, will engage with one side of contact arm 4 and snap thesame quickly to its closed or open position, and hold it against thefixed members 7 or 8. The motors D and E are here shown as solenoidswhose cores 15 and 16 are connected by a rod 17. An operating lever 18is centrally pivoted at 19, its lower end 20 being engaged between a.pair of collars 21 and 22 on the rod 17, and its upper end being forkedat 23 and engaging a pin 24 on the lower endn of lever 9. lVhen motor Eis energized, as hereinafter described, the lower end of lever 18 willbe swung counterclockwise toward the right, thereby swinging the upperend of operating member 9 clockwise toward the right, and as this memberpasses over its mid-position, the

tively low temperature,

stop 10 will engage with contact arm 4 and break the circuit by swingingthe contact G away from contact 7 and over against fixed abutment 8.This movement will be accelerated by the spring 12, which insures thecompletion of this movement of the contact arm, once it has been movedpast vertical position, even though the motor l) or E should cease tofunction. The operating circuit through motors D or E is broken afterthe opeation of the motor is completed, by means of the limit-switch G'.rllhis limitsuf'itchvis here shown diagrammatically as a rod or plate25, having a pair of centrally disposed collars 26 engaging a pin 27 onlever 18, whereby the member will be reciprocate from one operatingposition to another as the lever 18 is oscillated to control the mainswitch. One end of member 25 has a Contact element 28 and an insulatingelement 29 adapted to engage alternately between the pair of linedspring contact-s 30 and 31. The other end of member 25 is similarlyprovided vith a Contact element 32 and an insulating element 33, whichare alternately positioned between a pair of fixed spring contacts 34and 35.

The relay H comprises a solenoid coil 36 and a core 37 carrying' at itslower end a contact plate 38 adapted, when the solenoid is energized, tobe drawn up against and connect the fixed contact members 39 and 1.0.lVhen the circuit through the solenoid is deenergized, the plate 38 willdrop down upon and connect the contacts 41 and When the heatingmechanism is operative, as shown in Fig'. 1, a normally closed circuitis maintained through relay ll as follows:

Circuit No. L Positive pole on battery l?.

conductor 43, arm 44 of circuit breaker M,

conductor 45, binding post 46, resistance 47, binding post 48, conductor49, coil 36, con` ductor 100. binding post 101, conductor 1027 arm 103of circuit breaker M, and wire 104 to negative pole of battery l?.

With this circuit completed, the relay ll will be energized and thecontact plate 38 held up against the contacts 39 and 40.

The thermostats l and K are of the mercurial type. The mercury column inthermostat J is adapted to make Contact with a contact: point 51 in thetube 52 at a relafor example, 50o Fahrenheit. In a similar manner, themercury column 53 of thermostat K is adapted to make contact with afixed contact point 54 at a relatively high temperature, for example 70O Fahrenheit.

The regulatingl device L comprises a cylinder 55 closed at one end andopen at the other, and connected by a pipe or conduit 56 with the airbrakes, or signal system on the car, so that under normal. operatingconditions the conduit 50 will contain fluid under pressure. The piston57operating within cylinder 55, has a stud `58 adapted to en-l gage witha stud 59 in the closed end of the cylinder to limit `the inwardmovement of the piston. A compression spring 60, surrounding the pistonrod 61 between a ixed stop 62 and themenlarged head 68V on the duit 56,piston 57 will be forced outwardly and the insulating ring 67 willseparate the spring contacts 69 and 70. When fluid pressure is absentfrom the conduit 56, spring will force the piston assembly inwardly tothevposition shown in Fig. 1 and contacts 69 and 70 will be connected bythe annular y contact member 66. These are the two normal operatingpositions of the regulating device L. Under certain conditions, ashereinafter specied, the locking member can be withdrawn when pressureis absent from conduit 56, thus permitting the spring 60 to f force thepiston assembly to its extreme inner position with the studs 58 and 59in cont'act with one another. At this time annular insulating ring 68will be between the spring contacts 69 and 70, thus breaking the circuitthat would otherwise exist at this time.

The position of the parts indicated in'Fig. 1 is that which will exist.when the car is out of service. and fluid pressure' is absent from theconduit 56, and the car temperature is somewhat below the rdesired lowtemperature to be maintained, so that the heating units B are connectedwith the heating supply circuit A, and are supplying heat units to thecar atmosphere, VVhen the car temperature rises to the desired maximum,-say 50o Fahrenheit, mercury column 50 of thermostat J ywillrmalrecontact with the ixed contact point 51. A circuit will now beestablishedas follows:

Circuit No. Circuit No. 1 to binding post 48, conductor 71 to mercurycolumn 50, contact point 51, wire 72 to springv contact 69, annularcontact 66, spring contact 70, conductor 7 3 to binding post 101, andthence by circuit No. 1 to battery F.

It will be noted that this circuit is in shunt across points 48 and 101with the coil 86 of solenoid H, so that this coil Vwill be shortcircuited and insuflicient current will flow therethrough to support thecore 37 so that plate 38 will fall down and connectthe contacts 42 and41. A circuit through operating motor E will now be completed as'follows:

Circuit No. 3.-(lircuit No. 1 to binding post 46,'conductor 74A tobinding post 82,

conductor 75 to coil of motor E, conductor 76, spring contact 85,contact plate 32 of limit-switch G, spring contact 34, conductor 77 tothe contact 41, plate 38, contact42,

and conductor 78 to binding post 101, and

thence by circuit No. 1 to battery F. Motor E will now be energized andwill operate as already described to throwover the main switch C andbreak the supply circuit to the heating units B. The movement of limit--switch .G in unison with the switch C, will immediately shift theinsulating member 33 between the spring. contacts 84 and 35 and breakthe circuit through motor E.

As soon as the temperature in the car falls below 50. Fahrenheit, (orthe temperature for which thermostat J is set), the circuit through thisthermostat J (circuit No.

2), will be broken, and circuit No. 1 will again be active to energizethe solenoid 36. of relay vH` and raise the contact plate. 38 until itbridges the contacts 89 and 40. A circuit will now be establishedthrough motor D as follows:

Circuit No. a-Circuit/No. 8 to binding post 82, conductor 79 to coilofmotor D, conductor -80 to spring contact 31, contact member 28, springcontact 30, conductor 81, contact 39, plate 38, contact 40, andconductor 78 tobinding post 101, and thence by circuit No. 1 to thebattery F. lVlotor D now being active will shift the switch 4 back intocircuit closing position, and vcurrent will again be supplied` throughcircuit A to the'heating units B. Limit-switch G will again be shiftedback to the right to break circuit No. 4 by vinserting the insulating`member 29 between contacts 30 and B1. The

parts are now again in the position illustrated in Fig. 1. This cycle ofevents will be repeated indefinitely, the supply of current being.turned on and off alternately to maintain the heating units B at such atemperature as will maintain the car temperature at' the pointdetermined by the setting of thermostat J.

When the car is in service, fluid under pressure will be present in pipe56, and piston 57 will be moved outwardly to bring the annularinsulating member 67 between the spring contacts 69 and 70, and thusprevent the completion of circuit No. 2 through the low temperaturethermostat J. Consequent' ly this low temperature thermostat will berendered inoperative for controlling the heating system, and the heatingunits B will continue to receive electricabenergy, and give out heatuntil the car temperaturehas risen to such a point, for example, 7 OoFahrenheit, that the mercury column 53 of ill) lll)

ll. and B.

high temperature thermostat K makes contact with the fixed contact point54. A circuit is now completed as Yfollows:

`Circuit No. 5.-Circuit No. 2 through conductor 7l, mercury column 53,contact point 54. and conductor 83 to conductor 73 ol circuit No. 2 andthen back to battery F. It will be noted that circuit No. for the highteniperature thermostat K, is the same as circuit No. 2 for the lowtemperature thermostat J, with the exception that regulating device L isnot included in circuit No. 5.

The completion or breaking of circuit No. 5, will` through relay H,cause the energizetion ot circuits No. 3 or No. 4 for motors E or D. andthe main switch C will be operated to cut oli'l or supply electricalenergy to the heatingunits B, so as to maintain the car atmosphere atthe temperature 'for which high temperature thermostat K is set.

"When the car is taken out of service, the iluid pressure in conduit 5Gwill either be cut oli or will be lost, so that spring 60 will returnthe piston assembly to its inner position, as shown in Fig. l, withcontact rino' between the spring contacts'GS) and 70. Circuit No. 2 willnow remain closed even utter the temperature has fallen below the hightemperature 'for which thermostat K is set, and the' relay H cannotagain be enen gebied until the temperature has fallen below the lowtemperature for which thermostat J is set, so that circuit No. Q isbroken between mercury column and contact 5l. The cycle of operation.will now take place at the lower temperature. as first described.

` tmay be desirable under some conditions to bring; the car temperatureup to normal or to the temperature o'tl occupancy before the car is putin service or before 'Huid pressure is present in conduit 56. In thisevent it is only necessary to withdrawn the spring-held plunger 65.carrying` stop 64, and permit the soi-ing: to push the piston assemblyin until the studs 58 and 59 are in Contact. lnsilla-ting ring' 68 willnow be placed between the spring` contacts G9 and 70, and lowtemperature thermostat il is thrown out ot operation exactly as it luidpressure were prescnt in the conduit 56. High temperature thermostat Kis now in control of the system, the same as when the car is in service.

A siinpliiied heating system embodying some of the principles of thisinvention is shown in Fig. 2. Here. the main heating circuit isdesignated A', and the heating units are divided into two separategroups The heating units B are continuously in circuit, (although theycan be thrown out if necessary by manually operated switch 84), and willbe assumed under average conditions to be sufficient in heatingcapacity, to maintain the car at approximately the minimum temperaturerequired when not in service, for example, 50o Fahrenheit. Theadditional heating units B are designed to be su'liicient to raise theheating capacity et the system so that the car temperature will bemaintained at the normal temperature ot occupancy, say

Fahrenheit The main switch C is adapted to cut the auxiliary heatingunits B in 'or out et the circuit, as the car is in or out or serviceand main switch C is directly controlled by the regulating; device L.

The regulating` device L comprises a cylinder 85 in which is a movablepiston 86 which is held to the right, in the position shown in Fig. 2,when iluid pressure is pres ent in conduit 5G. `When ljluid pressure isabsent from the conduit. spring'l 87 moves piston S5 to the dotted lineposition at the lett. Piston rod S8 is connected by pin and sotconnection S9, with the lower end of the lever 9 ot main switch C, whichotherwise is the same as the switch C already deibed.

ln operation, when the car isvin service and fluid under pressure ispresent in con nuit 5o, the parte will be in the positions shown inFig'. 2 and heating` current will low :trom the source of supply throughconductor 90. main heating units B, conductor Sil, switch Si andcoiullutor i l, back to they source. At the saine time, current willflow through a shunt circuit as :follows: Conductor 90, conductor Q11-,auxiliary hes-tingl units B, conductor 95, switch arm de, contacts G and7, conductor 9G and thence by conductor 93 back to the source of supply.lli'vhen the car is 'taken outv of service and fluid pressure ceases toexist in the conduit 56, springI 8T will force piston SG to the lett`and through main switch C breal'f. the circuit through the auxiliaryheating units B. Main heatingunits B will remain in service and willmaintain'the car at the necessary minimum temperature. Il it should bedesired to cut out the heating units entirely, switch S-i may be openedmanually.

I claim l. The confibination with raiii'af.' car. and an electricalheating' apparatus on, ol" a controlling mechanism 'tor the ing`apparatus which is made clik -A matically by disconnecting' the .fYiroiu a train and thus taking it out ot service to maintain the ear ata a. ture below the normal tempo i cupancy when the car is in service.

2. The combination with a railway car, an electrical heating systemthereon, and a conduit on the car nc nally containii'i fluid underpressure. oi" a controlling' mechanism for the heating apparatus whichautomatically maintains the car atmosphere at a determinate temperaturebelow the normal temperature oi occupancy in the absence of pressure inthe conduit.

3. The combination with a railway car,

loll

llt',

CJD

Cai

cally maintains the car atmospliere at av relatively low temperatureinthe absence of perature when the fluid in' the conduit is underpressure. I

5. `The combination rwith a railwaycar, and an electrical heatingapparatus thereon, oi" a controlling mechanism for automatif callymaintaining the heating apparatus at either the desired normaltemperature when the car is in service, or at a relatively lowvtemperature when the carL is out of service. i

"6."-Ilie`combination with arailway car, and an electrical heatingapparatus thereon, o'l2 a controlling mechanism for automaticallymaintaining the heating apparatus at' either the desired normaltemperature when the car is in service, or at a relatively lowtemperature when the car is out of service,

', and means whereby said controlling means may be manually set. tor thehigher temperature in the absence otpressure` in the conduit, f v. l

7. The combination with a railway car,

and an electrical heatino' apparatus thereon,

of a controlling` mechanism for` a-utoinatically maintaining the heatingapparatus at either the desired normal temperature rwhen the caris inservice, or at a relatively low temperature when the cary is out otservice,

and means whereby said controlling 'means v may be manually set for thehigher temperature when the car is out of service.

8. In combination .with a railway car, .an electrical heating apparatusthereon, and a conduit on thefcar containing fluid under pressure whenthe car is in service, means to control the Aheating, system toV produceeither a high or low temperature in fthe' car, and a regulating deviceactuated inaaccordance with the presence or absence of fluid pressure inthe conduit Jfor determining,

whether the high or low temperature operation takes place.

9. In combination with a railway car, 'anelectricalheating apparatusthereon, anda 'conduit on the car containing fluid under piessurewhenthecar is in service, means to rcontrol the heating system to produceeither aL higher low temperature in the car,

a regulating device actuated in accordance with the presence or absenceof fluid pressure in the conduit for determining whether the high or lowtemperature operation takes place, and means tor manually setting theregulating deviceto permit only Vhigh teinperature operationirrespective of the fluid pressure in the conduit.

l0. In an electrical car heating system, heating means, a supplycircuit,circuit con'- trolling means for determining the normal degreeof heat furnished by the heating means, a conduit on the car normallycontaining fluid uiider pressure, and means for actuating themcircuitcontrolling means in accordance with the presence or absenceot Y fluidunder pressure in the conduit. pressure in the conduit, and atahigherteml 11. an electrical car heating system, heating means, asupply circuit, a conduit on Athe car normally containingl fluid underpressure,and a regulating device forA the supply circuit for decreasingthe heat supplied bythe heating means when the" huid `pressure in theconduit. is absent.

l2. In an electrical car heating system, heating mechanism, a supplycircuit for turnishing current to the heating. mechanism, and a meansAfor making and breaking'tlie supply circuit comprising apivoted contactarm, a pivoted operating member havber has been` moved by .the motormeans past amid-position, s 13.' In an electrical car heating system,heating mechanism, a supply circuit tor furnishing current toitheheating mechanism,

and a means tor making and ibreaking the supply circuit comprisingapivoted contact llO arm, an operating member pivoted to swing in unisonwiththe contact arm. and vhaving a. lost-motion connection with thecontact arm wherebythe operating arm is perymitted a limited initialswinging movement independent of the contact arm, ymotor means-formoving the .operating member in either direction, and la spring mountedto move the operating member to either. eX- treinity ot its movement andhold it there,

after thisinember has-"been moved pasta" mid-position by themolorymeans.`

la! In an electrical car heating system, I

heating means, a supplycircuit for. the-heating means, a control switchforftlie supply circuit, electric motors for moving the switch tocircuit making or breaking positions respectively, a pair ofthermostatsone of which energizes the motors alternately in accordancewith changes` in car temperatureV Cil lo maintain a normal. temperatureof occupancy within the car, the other thermostat being adapted tosimilarly cont-rol the niotors to maintain a dete'minate lowertemperature, the last mentioned thermostat being inoperative when thecar is in serviceT but assuming control ot the system when the car isout ot service.

15. In an electrical car heating system, heating means, a supply circuitfor the heating means, a control switch tor the supply circuit, electricmotors for moving the switch to circuit making or breaking positionsrespectively, a pair ot thermostats one or" which energize." tie motorsalternately in accordance with changes in car temperature to maintain anormal temperature of occupancy within the car, the other theru'iw statbeingr adapted to similarly control. the motors to maintain adeterminate lower temperature. a conduit on the car normally containingHuid under pressure, and a regulating device actuated in accordance withthe presence or absence ot fluid under pressure in the conduit fordeterminingwhich of the thermostats shall control the heating svstem.

1.6. In combination with a railway car, an electrical heat-ing systemthereon, comprising heating units, a supply circuit 'tor thev heatingunits, a main control switch in the supply circuit, motor means Yformoving the switch to closed position, motor moans for moving the switch.to open position, control circuits Ytor the motors. a pair otthermostats tu Lctioning at diiierent temperatures to make and break thecontrol circuits, and an automatic rejulating device for determining`which the thermostats shall control the heating system according towhether the car is or is not in service.

li'. In combination with a .railway car, an electrical heating systemthereon, comprising heating units, a supply circuit for the heatingunits, a main control switch in the supply circuit, motor means formoving the switch to closed position, motor means 'tor movingl theswitch to open position, control circuits for the motors, a thermostattunetioning to make and break the controlV circuits so as to inaint-ainthe heating system at a certain determinate temperature, a secondthermostat functioning when the first thermostat is inoperative tomaintain the heating system at a determinate higher temperature, and aregulating device to automatically make the first mentioned thermostatinoperative when the car is in service.

18. In con'ibinatifim with a railway car, an electrical heating systemthereon, comprising heatiro' units, a supply circuit tor the heatingunits, a main control switch in the supply circuit, motor means `formoving the circuits for the motors, a thermostat functioning to make andbreak the control circuits so to successively energize the motors andmaintain the heating system at a certain determinate temperatiure, acircuit breaker moving in unison with the main control switch to breakthe circuit to the motor last operated after the switch movement iscompleted, a second thermostat itunetioning when the lirst thei estatmoperative to similarly control the `motors and maintain the heatingsystem at a determinate higher temlierature, and a regulating device toautomatically7 make the first mentioned thermostat inoperative when thear is in service.

19. ln combination with a. railway car, an electrical heating systemthereon, comprising heating units, a supply circuit t'or the heatingunits, a main control switch in the supply circuit, motor means formoving the switch to circuit closing position, motor means tor movingthe switch to open position. control circuits for the motors, a pair otthrfirmostats :Functioning at di iter-ent teniperatures to make andbreak the control circuits. a. conduit on the car normally containingfluid under pressure, and a regulating device governed by the presenceor absence oit tluid pressure in the conduit for determining which otthe thermostats shall control the heating systen'i.

20. ln combination with a railway car, an electrical. heating systemthereon, comprising heating units, a supply circuit tor the heatingunits, a main control switch in the supply circuit, motor means formoving thc switch to circuit closing position, moto;- mcans tor movingthe switch to open posiv tion, control circuits tor the motors, athermostat 'functioning to make and break thc .control circuits so as tomaintain the heating system at a certain detern'iinate temperature, asecond thermostat functioning when the first thermostat is inoperativeto maintain the heating system at a determinate higher temperature, aconduit on the car normally containing fluid under pressure, and aregulating device governed by the presence or absence of Huid pressurein the conduit for rendering the first n'ientioned thermostatinoperative or operative. i

2l. ln combination with a railway car, an electrical heating systemthereon, comprising heating units, a supply'circuit for the heatingunits, a main control switch in the supply circuit, motor means :tormoving the switch to circuit closing position, motor means tor movingthe switch to open position, control circuits for the motors, athermostat functioning to make and break the control circuits so as tosuccessively and alternately energize the motors and maintain theheat-ing system at a certain determinate temperature, a circuit breakermoving in lll) unison with the main' control switch to `break thecircuit to the motor last operated after the switch movement iscompleted, a second thermostat funetioni'i'ig when uthe firstthermostat. is inoperative to similarly control the motors and maintainthe heating system at a determinateV higher` temperature. a conduit onthe car normally conti-lining fluid under pressure, and a deviceactuated when fluid pressure is absent from the conduit for renderingthe first mentioned ther'- mostat operative, and when fluid underpressure is present in the conduit rendering the first mentionedthermostat inoperative.

22. In combination with a railway car, an electrical heatingsystemthereon, comprising heating units, heating units, a main control switch'in the ysupply circuit,rmotor means 'for moving the switch to `circuitclosing position, motor means for moving the switch to open position,controlcircuits for the motors, ather-v niostatfunctioning to make andbreak they control circuits so as to successively and alternatelyenergize the motors and maintain the heating system at a certaindeterminate temperature, a circuit breaker moving in unison with themain control switch to break the circuit to the motor last operatedafter the switch movement yis completed, a second thermostat functioningwhen the first thermostat is inoperative to similarly control themotorsand maintain the heating system at a determinate highertemperature, a

conduit on` the car normally containing fluid under pressure, a deviceactuated when fluid pressure is absent from the conduit for renderingthe first mentioned thermostat operative, and when fluid under pressureis present in the conduit rendering the first men-l tioned thermostatinoperative, and a manually controlled device for making thefirst `meanstor moving the switch to break thermostat. inoperative even when theconduit is not under fluid pressure.v i

28. The combination'with a railway car. of an electrical heating systemthereon comprising heating units, a supply circuit for theheating units,a main control switch in the supply circuit, motor means for moving theswitch to circuit closing position,` motor supply'circuit, controlcircuits for the motors, a relay, a Vnormally closed circuit forenergizing the relay, and a thermostat functioning at a determinatetemperature to complete a circuit which deenergizes the re` lay, theopposite .movements vof" thev relay making and breaking the respectivecontrol', circuits for the motors.

Q4. The combination with a railway car.

of an electrical heating system thereon comprising heating units, asupply circuit for the heating unitsa main control switch'in the supplycircuit, motor means *for moving y the switch to circuitrclosingposition, mot0r yating when the car a supply circuit for the Amotors, arelay,

tioning at a determinate the means for vmovii'i'g the switch to breakthe supply circuit, control circuits for the `motors, va'relay, anormally closed circuit for energizing thel relay, a thermostatfunctioning lat a determinate temperature to complete a circuit whichdeenergizes the relay, the opposite movements of the relay making andbreaking the respective control circuits for the motors, a secondthermostat functioning'when the first thermostat is inoperative, and ata determina-te higher temperature, to complete the circuit whichdeenergizes therelay, and a regulating device oper-A v is in service torender the first mentioned thermostat inoperative.

25. The combination with a railway car ot an electrical heating systemthereon comprising heating units, a supply circuit for the heatingunits,'a main control switch` in the supply circuit, motor means formoving the switch to circuit closing position, motor means for movingthe switch to break the supply circuit, control circuits for the anormally closed circuit for energizing the relay, a thermostatfunctemperature tp complete a circuit which deenergizes the rel lay, theopposite movements of the relay making vand breaking the respectivecontrol circuits for the motors, a second thermostat functioning whenthe first thermostat is inoperative, and at a determinate highertemper'ature, to complete the circuit which de-r energizes the relay, aconduit on the car containing fluid under pressure only when the car isinservice, and

electric heating apparatus and a circuit ,breaker for controllingcurrent supply to saidk apparatus,jhigh kand low ltemperaturethermostats vfor operating vsaid circuit breaker and means for puttingone or other of said thermostats incontrol of the circuit breakerdependant on presence or absence of fluid pressure in said space.y

27. In combination with means providing a space intermittently underfluid pressure, electric heating apparatus and a circuit breaker forcontrolling current supply ,to said apparatus,

a thermostat to operate said switch to maintain a relatively hightemperature in the car, a thermostat to operate the circuit breaker tomaintain a lower temperature 1n the car, and means actuated throughpresence or absence of fluid pressure in said space for determiningwhich of `said thermostats shall control said circuitbreaker. Y Y 28. Incombination with means tor` providing a space intermittently under fluidpressure, electric heating apparatus Aand a i a regulating device n forrendering the first mentioned thermostat inoperative when fluid pressureis present in circuit breaker' for controlling current supply to saidapparatus, a thermostat to operate said switch to maintain a relativelyhigh temperature in the Car, a thermostat to operate the circuit breakerto maintain a 10W temperature in the Car, and means actuated throughpresence 0r absence or fluid pressure in said space for determiningYwhich of said thermostats shall Control Said clreuit;

breaker and lnanuall oaerated means 10 whereby on the absence ofpressure in sale space the high temperature thermostat may be put intocontrol of said circuit breaker.

EGBERT H. GOLD.

Certificate of Correction. v Patent No. 1,639,338. Granted August 16,1927, to

EGBERT H. GOLD.

It is hereby certified that error appears in the printed specificationof the abovenumbered patent requiring correction as follows: Page 2,lines 81 and 82, for the Word reciprocate read recipwocwted; page 8,line 7, claim 28, for the Word or read of; and that the said LettersPatent should be read With these corrections therein that the same mayconform to the record of the case in the Patent Office.

Signed and sealed this 11th day of October, A. D. 1927.

[SEAL] M. J. MOORE,

Acting Gommz'ssz'oner of Patents.

Certificate of Correction.

Granted August 16, 1927, to E-GBERT H. GOLD.

It is hereby certied that error appears in the printed specification ofthe abovenumbered patent requiring correction as follows: Page 2, lines81 and 82, for the Word reciprocate read recprocaited; page 8, line 7claim 28, for the Word or read of; and that the said Letters Patentshould be read With these corrections therein that the saine may conformto the record of the case in the Patent Office.

Signed and sealed this 11th day of October, A. D. 1927.

[SEAL] M. J. MOORE,

Acting Uommz'ssioner of Patents.

Patent No. 1,639,338.

